Transmission with continuously variable transmission ratio

ABSTRACT

A power-split transmission having several ranges of transmission ratios with continuously variable speed reductions. A drive shaft is connected to two shafts of a variable speed drive unit via a distributor gear whose shafts are in turn connected with the input shafts of a parallel gearbox via respective clutches. Two ranges of ratios only differ from each other through the reduction of the input shaft of the parallel gearbox and their output shafts. An additional embodiment includes a variable speed drive unit, a first planetary drive that is connected with a drive shaft, an input shaft of the variable speed drive unit and a connecting shaft, as well as a second planetary drive that is connected with the connecting shaft of the output shaft of the variable speed drive unit, and an output shaft and an electric motor that is nonrotatably connected with the connecting shaft.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a division of U.S. application Ser. No. 10/744,945,filed on Dec. 22, 2003, now U.S. Pat. No. 7,311,629 B2.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention concerns a branched power transmission with severaltransmission ratio ranges and with a steplessly adjustable transmissionratio, as well as a parallel gearbox, especially for use in such atransmission. The invention further concerns a method for operating abranched power transmission. Additionally, the invention concerns amethod for controlling the contact pressure or the contact force betweenthe conical disks and the endless torque-transmitting means of avariable speed unit in such a branched power transmission. The inventionfurther concerns such a transmission that additionally contains anelectrical machine. Furthermore, the invention also concerns a methodfor the low-loss production of an output torque of the transmission whena motor vehicle is stationary as well as a method for operating atransmission with a steplessly variable transmission ratio and anelectrical machine.

2. Description of the Related Art

Automatic transmissions with continuously adjustable transmission ratiosare gaining increasing interest in motor vehicles not only because ofthe high driving comfort, but also because of the lower fuel consumptionin comparison to conventional automatic transmissions that operate withplanetary gear sets. Such transmissions contain, for example, a variablespeed unit that is formed by two conical disk pairs enwrapped by anendless torque-transmitting means, wherein the spacing between theconical disks of the conical disk pairs is adjustable in oppositedirections for adjusting the transmission ratio.

One problem with variable speed units lies in their limited transmissionratio adjustment range as well as in their limited torque transmittingcapability. In order to enlarge the gear spread, meaning thetransmission ratio adjustment range, and the torque transmittingcapability, branched power automatic transmissions were produced inwhich the variable speed unit can be connected in various ways with agear transmission through at least one clutch, wherein the adjustmentrange of the variable speed unit traverses is carried out during thechange of the transmission ratio of the overall transmission in onedirection or the other in accordance with the clutch position, so thatan enlarged gear spread results in that case by a reduced variable speedunit spread. Further, at least in a branched power transmission in whicha part of the drive torque is transmitted parallel to the variable speedunit through a clutch directly to the gear transmission or the output,the variable speed unit does not have to transmit the entire drivetorque, whereby the torque transmitting capability of the transmissionis enlarged.

FIG. 1 shows the basic structure of a first embodiment of a knownbranched power transmission.

The drive torque originating from an engine that is not shown and thatis transmitted by a input shaft 2 is transmitted on the one handdirectly to a variable speed unit 4 and on the other hand to a geartransmission 8 constructed as a summing transmission or a couplingtransmission through a clutch 6, of which one input is connected withthe output of the variable speed unit 4 and whose output is constitutedby an output shaft 10, by which the motor vehicle is driven. Onecharacteristic of the branched power transmission with the basicstructure in accordance with FIG. 1 is that the variable speed unit 4must transmit the full engine torque in the non-split region (clutch 6disengaged) and must, therefore, be correspondingly designed for hightorques and high rotational speeds, which means expense. Known branchedpower transmissions of that structure have a maximum spread of 7 and atorque transmitting capability of about 500 Nm.

A modified basic structure of a branched power transmission is shown inFIG. 2. In that structure, an input shaft 2 directly drives aninput-side distributor transmission 12, for example a planetarytransmission that has two outputs, one of which is connected with avariable speed unit 4 and the other is connected through a clutch 6 withthe output shaft 10 which is non-rotatably engaged with the output ofvariable speed unit 4. Also in this embodiment, variable speed unit 4must transmit the entire engine power when clutch 6 is disengaged.

SUMMARY OF THE INVENTION

The invention is based on the problem of expanding the possibilities oftransmissions with steplessly adjustable transmission ratios.

A first solution of that problem is achieved with a branched powertransmission with several transmission ratio ranges with steplesslyadjustable transmission ratios and that contains an input shaftnon-rotatably connected with an engine whose input shaft is connectedwith both shafts of a variable speed unit through a distributortransmission and a parallel gearbox whose input shafts can be coupledwith each shaft of the variable speed unit through respective clutches,and whose output shafts form the output shaft of the branched powertransmission, wherein at least two transmission ratio ranges differ fromeach other only by the transmission ratio between the input shaft of theparallel gearbox and its output shaft.

The transmission in accordance with the invention has severaltransmission ratio ranges through the integration of a known parallelgearbox (often also called a double clutch transmission) that enables anoptimal layout and that allows for the relief of the variable speedunit. The torque transmission capability of the transmission can beincreased, for example, from a variable speed unit capacity of 300 Nm tomore than 500 Nm. The operation of the transmission in accordance withthe invention takes place by the control of the variable speed unittransmission ratio, the two clutches, and the known switching of thegears of the parallel gearbox that is possible by a jaw clutch that canbe operated in an uncomplicated manner.

The distributor transmission advantageously contains a planetarytransmission.

Transmission ratio ranges I and III can advantageously be shiftedthrough the engagement of one clutch and the change of the gear engagedbetween one of the input shafts of the parallel gearbox and its outputshaft, and transmission ratio ranges II and R can be shifted through theengagement of the other clutch and the change of the gear engagedbetween the other of the input shafts of the parallel gearbox and itsoutput shaft. An enlargement to still more transmission ratio ranges ispossible through the enlargement of the parallel gearbox.

Advantageously, the output shaft of the parallel gearbox has one gearfor the transmission ratio ranges I and R and/or II and III. The numberof components in the transmission will thereby be reduced.

An additional transmission ratio of the number of different componentsor gears can be achieved if the parallel gearbox is constructed withreciprocal transmission ratios, especially with values such as 2, 1, or½ because it results in a good match of the variable speed unit spread.

The shift actuator of the parallel gearbox is preferably constructed asa controller drum actuating all shift sleeves of the parallel gearbox,or as a rotary slide actuator.

It is further advantageous to design the planetary transmission as apositive transmission without a ring gear, or to design the planetcarrier itself as a gear with external teeth.

A parallel gearbox, as it can be advantageously utilized in one of theabove-mentioned transmissions, has two input shafts that are eachselectively driveable through a clutch, which in each case are movableinto rotational engagement with an output shaft through at least onegear set, wherein a reverse gear is thereby formed that is arrangedbetween an intermediate gear and a gear non-rotatably connected with theoutput shaft.

In a further embodiment of parallel gearbox, a reverse gear is formed inthat the parallel gearbox has two input shafts that are each selectivelydriveable through a clutch, which in each case are movable intorotational engagement with an output shaft through at least one gearset, wherein a reverse gear is formed through a gear that isnon-rotatably connected with the driven input shaft through theassociated clutch and that meshes with an additional gear that isnon-rotatably connected with the other input shaft, which other inputshaft is non-rotatably connected with the output shaft through a set offorward gears.

During the operation of the branched power transmission, a newtransmission ratio range is advantageously engaged through the shiftingof the parallel gearbox long before the corresponding clutch changeoveris made.

Further, it is appropriate to have both clutches disengaged and have thetransmission ratio ranges I and R engaged when the motor vehicle isstanding still and the transmission selection lever is in the neutralposition. One can immediately start driving in the correct direction byengaging a clutch.

In order to control the contact pressure between the conical disks andthe endless torque-transmitting means in a variable speed unit, thetorque transmitted by the endless torque-transmitting means is oftenused. That torque is reversed in such branched power transmissions withseveral transmission ratio ranges by a changeover between thetransmission ratio ranges, so that the use of a torque sensor thatcontrols the contact pressure with a more or less wide opening of acontrol valve, as a function of the torque, encounters difficulties runsand can have an adverse effect on comfort at the shifting point based onits transition slack.

In accordance with the invention a branched power transmission with ancontinuously variable transmission ratio is produced with severaltransmission ratio ranges that contains an input shaft for non-rotatableconnection with an engine, which input shaft is connected with bothshafts of a variable speed unit through a distributor transmission, atleast two clutches with which one each of the shafts of the variablespeed unit can be coupled through a transmission with an output shaft ofthe branched power transmission, and a torque sensor unit for detectingthe effective torque on the input shaft or on one the shafts connectedwith the distributor transmission and for controlling an effective basiccontact pressure on at least at one displaceable disk of the variablespeed unit.

In that way a basic contact pressure dependent on the input torque canbe produced by a torque sensor device of a known structure.

It is further advantageous to provide a method for controlling thecontact pressures between the conical disks and the endlesstorque-transmitting means of a variable speed unit in a branched powertransmission with several transmission ratio ranges having steplesslyadjustable transmission ratios, by which method the effective torque atthe input shaft of the branched power transmission is measured, and atleast one contact pressure corresponding to the effective torque iscontrolled.

The above-mentioned method is advantageously carried out in such a waythat the basic contact pressure is detected and is utilized forcontrolling further pressures that contribute to the necessary totalcontact pressure.

In a further method in accordance with the invention, the basic contactpressure is detected and is utilized for the control or regulation ofthe pressures on the clutches provided for the shift between thetransmission ratio ranges.

It is advantageous in many respects when a branched power transmissionas described above additionally contains an electrical drive/generatormachine and an additional clutch. The clutch can serve, for example, toblock a further planetary transmission with which a component theelectrical machine is non-rotatably connected, wherein the electricalmachine is non-rotatably connected with the transmission structure inwhich the electrical machine is operated its blocked condition, and inthe unblocked condition the overall transmission has an enlargedoperating region. The clutch can also be used only to terminate thepower division at the time a non-rotatable connection is opened.

The additional electrical machine allows for numerous additionaloperating conditions depending upon the control of the electricalmachine and the blockage clutch. For example, the power losses instanding motor vehicles in which a creeping effect is desired can bereduced.

In an advantageous method for operating such a branched powertransmission, the drive engine of a vehicle at standstill drives theelectrical machine through the branched power transmission, throughwhich electrical power is produced, and the friction clutches of thetransmission, the transmission ratio of the variable speed unit, as wellas the electrical machine are controlled in such a way that a torqueoriginates at the transmission output wherein the friction power of theclutches is smaller than the generator power of the motor. The torqueproduced in such a way at the transmission output is clearly the carrierTorque of the transmission's transmission ratio between the internalcombustion engine and the generator. That torque at the transmissionoutput can therefore ideally be produced without frictional slippage ata starting clutch and can be utilized for starting.

An additional solution to the object in accordance with the inventioncan be achieved with a transmission with a steplessly variabletransmission ratio that contains: a variable speed unit with an inputshaft and an output shaft, whose transmission ratio is steplesslyadjustable, a first planetary transmission that is connected with aninput shaft, the input shaft of the variable speed unit and a connectingshaft, a secondary planetary transmission that is connected with theconnecting shaft, the output shaft of the variable speed unit, and anoutput shaft, and an electrical machine that is non-rotatably connectedwith the connecting shaft.

An important feature of the transmission structure in accordance withthe invention is that the variable speed unit, which can be designed,for example, as a belt-driven, conical pulley transmission or as afriction wheel transmission, and the electrical machine, whichadvantageously is operable as a motor or as a generator, is arranged“within the transmission”.

The drive shaft can advantageously be coupled through a clutch with thefirst planetary transmission and through another clutch with the inputshaft of the variable speed unit.

In an advantageous configuration of the transmission in accordance withthe invention, the ring gear of the first planetary transmission isconnected with the clutch, and the sun gear is connected with the inputshaft, and the planet carrier is connected with the connecting shaft,and in the second planetary transmission the planet carrier is connectedwith the connecting shaft, the sun gear is connected with the outputshaft, and the ring gear is connected with the output drive shaft.

In an alternative advantageous configuration of the transmission inaccordance with the invention, in the first planetary transmission theplanet carrier is connected with the drive shaft, the sun gear isconnected with the input shaft, and the ring gear is connected with theconnecting shaft, and the second planetary transmission the planetcarrier is connected with the output shaft, the sun gear is connectedwith the output shaft of the variable speed unit, and the ring gear isconnected with the connecting shaft. This transmission represents anenlargement of the structure in accordance with the inventionillustrated in FIG. 3 when a second planetary transmission isintroduced.

Preferably, the transmission contains preferably a brake with which therotor of the electrical machine can be securely braked.

The transmission in accordance with the invention allows a plurality ofoperating conditions and can be controlled with a number of methods.

In one advantageous method for operating a transmission in accordancewith the invention, a branched power operating range is formed by thesimultaneous engagement of both clutches.

Advantageously, with a rotationally driven drive shaft and a stationaryoutput shaft a creeping torque is introduced through the control of thebrake and/or the control of a generator torque of the electricalmachine.

The variable speed unit can be adjusted to provide a controlled creepingtorque with a stationary motor vehicle by the brake and/or the generatortorque of the electrical machine.

In the transmission according the invention, the transmission ratio ofthe variable speed unit can be adjusted in such a way that thetransmission ratio of the transmission is independent of the rotationalspeed of the connecting shaft and that the rotational speed of theconnecting shaft is regulated by the electrical machine in such a waythat the variable speed unit rotates within a range to reduce damage tothe endless torque-transmitting means.

Further, it is possible to increase the spread of the variable speedunit through the control of the rotational speed of the electricalmachine.

When the transmission has at least one additional clutch for shiftingbetween two transmission ratio ranges, the shift between thetransmission ratio ranges can advantageously occur by controlling therotational speed of the electrical machine.

It is possible with the transmission in accordance with the invention tocontrol the rotational speed of the electrical machine during slowdownoperation of the transmission by adjusting the transmission ratio of thevariable speed unit and thereby to store in the form of electricalenergy with good efficiency the released mechanical energy caused byapplying the brakes of the motor vehicle.

The startup of a drive engine for driving the input shaft of thetransmission in accordance with the invention can occur by means of theelectrical machine, wherein it is coupled to the transmission after itsstartup of the drive motor. By the structures shown in FIGS. 12 to 14 or23, the coupling occurs through the actuation of clutch KB.

Advantageously, when the drive engine is not yet running the electricalmachine operates a hydraulic pump to supply the appropriate systems ofthe motor vehicle power train.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be explained below as examples and with furtherdetails with the help of schematic drawings.

The drawings show:

FIG. 1 a basic structure of a known branched power transmission,

FIG. 2 a basic structure of a further embodiment of a known branchedpower transmission,

FIG. 3 an example of a basic structure of a transmission in accordancewith the invention,

FIGS. 4 and 5 two examples for rotational speed reversal in the reversegear of a parallel gearbox,

FIG. 6 a parallel gearbox for an all-wheel drive,

FIG. 7 an example of the structure of a distributor transmissioncontained in a transmission in accordance with FIG. 3,

FIG. 8 a graph for explaining the functioning of the transmission inaccordance with FIG. 7,

FIG. 9 a modified embodiment of a distributor transmission,

FIG. 10 a cross-sectional view of a portion through a transmission withan integrated torque sensor,

FIG. 11 a flow diagram for explaining the hydraulic control of avariable speed unit,

FIG. 12 to 14 Illustrate structures of steplessly adjustabletransmissions with power division and parallel gearboxes at the outputend with an additional electrical machine,

FIG. 15 a flow diagram for explaining the control of a transmission inaccordance with FIG. 12-14 and 23,

FIG. 16 the structure of a transmission in accordance with the inventiontogether with elements of its control unit,

FIG. 17 a spherical diagram for explaining the degrees of freedom andthe functioning of the transmission in accordance with the invention,

FIG. 18 a spherical diagram for an exemplary transmission structure thatshows the required transmission ratio of the variable speed unit,

FIG. 19 a spherical diagram for explaining different operating modes ofthe transmission,

FIG. 20 a spherical diagram for explaining further characteristics ofthe transmission,

FIGS. 21 a and 21 b show two examples of transmission structures inwhich the electrical machine can be non-rotatably connected with theconnecting shaft with switchable transmission ratios,

FIGS. 22 a and 22 b show simplified structures in which the planetarygearset can be eliminated.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

In accordance with FIG. 3 a branched power transmission is formed withan input shaft of a distribution transmission 12 that is connected to adrive shaft 2 connected to a drive engine that is not shown, whoseoutput shafts are non-rotatably connected with shafts 14 and 16 of avariable speed unit 4. The shaft 14 of the variable speed unit 4 isconnected through a clutch K₁₃ with an input shaft 18 of a parallelgearbox 20. The shaft 16 is connected through an additional clutchK_(2R) with an additional input shaft 22 of the parallel gearbox.

Two gears 24 ₃ and 24 ₁ are arranged on the input shaft 18 of theparallel gearbox, which is also called a double-clutch transmission. Thegears 24 ₃ and 24 ₁ are engaged through a shift mechanism 26 in a knownway with respective ones of the gears 28 and 30 in such a way that anon-rotatable connection exists between the shaft 18 and the outputshaft 10.

In a similar way, gears 24 ₂ and 24 _(R) are arranged on the input shaft22 and are engaged through a known shift mechanism 31 with respectiveones of both gears 28 and 30 in such a way that a non-rotatableconnection exists between the input shaft 22 and the output shaft 10.

In the illustrated example, a transmission ratio step I is connectedwith a non-rotatable coupling between the input shaft 18 and the outputshaft 10 through the gears 24 ₁ and 30, a transmission ratio step II isconnected by a coupling through the gears 24 ₂ and 28, a transmissionratio step III is connected by a coupling through the gears 24 ₃ and 28,and a reverse travel step R is connected by the coupling through thegears 24 _(R) and 30, by which an intermediate gear is operative in aknown way. One of the transmission ratio ranges I or III is activatedwith an engaged clutch K₁₃, and one of the transmission ratio ranges IIor R is activated with an engaged clutch K_(2R).

The shift mechanisms 26 and 31 can be formed in a simple way as a clawswitch, or possibly by synchronizers. For operation known actuators canbe used, for example a drum actuator that from a rotational movementproduces the sliding movements of both shift claws or sliding sleeves ofthe shift mechanisms 26 and 32.

As can be seen, the gears 28 and 30 are each used in two transmissionratio steps whereby a simple construction of the parallel gearbox isprovided. For further reduction of the variety of gears, it is possibleto design the transmission ratio steps I and III with reciprocal orreciprocal value transmission ratios.

The reverse gear can be designed with a very short transmission ratio.

There exist various possibilities for the necessary rotational speedreversal for the reverse transmission ratio range R, of which two willbe explained with the help of FIGS. 4 and 5.

In the embodiment in accordance with FIG. 4, an intermediate shaft or anintermediate gear 32 ₁ is arranged between the gear 24 _(R) and the gear30 that is non-rotatably connected with the output shaft 10, throughwhich the reversal of the rotational direction of the output shaft 10takes place by the non-rotatable coupling of gear 24 _(R) with the inputshaft 22. This embodiment is also shown schematically in FIG. 3.

The shift diagram provided in FIG. 4 shows the shift conditions of theclutches K₁₃ and K_(2R) as well as the coupling of the respective gears24 ₁, 24 ₂, 24 ₃, and 24 _(R) with their associated shafts for theindividual transmission ratio ranges I, II, III and R, wherein 1designates the coupled condition, 0 the uncoupled condition, and X thatit is immaterial which coupling condition exists.

FIG. 5 shows a further possibility for the rotational speed reversal fortravel in reverse. In the embodiment in accordance with FIG. 5, anadditional gear 32 ₂ that meshes with reverse gear 24 _(R) isnon-rotatably connected with the input shaft 18. As the shift diagram inFIG. 5 shows, the clutch K_(2R) is engaged when the reverse gear step isengaged, so that the input shaft 18, with clutch K₁₃ disengaged, isrotatably driven by the additional gear 32 ₂ and through the engagedfirst gear (gear 24 ₁), and the gear 30 non-rotatably connected with theoutput shaft 10, is driven in a reverse rotation direction relative toforward travel. It should be understood that another gear set can alsobe operated.

FIG. 6 shows a parallel gearbox in accordance with FIG. 4 in itsapplication for an all-wheel drive, wherein the design of the reversegear corresponds with that of FIG. 4. The output shaft 10 is of hollowconstruction and forms the input shaft for a differential 33, forexample a Torsen® differential, whose output shafts lead to the frontwheels and the rear wheels, wherein for space considerations the outputshaft leading to the front wheels advantageously is led through thehollow output shaft 10.

FIG. 7 shows an exemplary embodiment of the distributor transmission 12with a following variable speed unit 4 in the form of a belt-drivenconical pulley transmission and a parallel gearbox 20.

The input shaft 2 is non-rotatably connected with the carrier T of aplanetary stage 34 whose planet gears mesh with the sun gear S, which isnon-rotatably connected with the shaft 14 of the variable speed unit 4.The ring gear H of the planetary stage 34 is connected intorque-transmitting engagement with a further gear Y2, that isnon-rotatably connected with the shaft 16 of the variable speed unit 4,through a gear X2 and an intermediate gear. The planetary transmissionratio amounts to, for example, −1.5 and the transmission ratio betweenthe ring gear and Y2 amounts to +0.7. The transmission ratios of theparallel gearbox 20 that is controlled through the clutch K₁₃ amount to−0.5 and −2; the transmission ratios controlled through the clutchK_(2R) are −1 or +3. A total spread of 8.1 (0.91 to 7.44) can beachieved with the described structure with a variable speed unit spreadof 4 (0.5 to 2), which is adaptable to a differential (not shown) of aparticular motor vehicle. The maximum rotational speed that appears onthe driving side of variable speed unit 4 amounts to 42% of the maximumengine torque. The maximum rotational speed of the disk pairs of thevariable speed unit amount to about 163% of the engine rotational speed.By increasing the variable speed unit spread to 6 (0.4 to 2.4) the sametransmission structure delivers a total spread of 10.1.

In FIG. 8, the curves R, I, II, and III illustrate the transmissionratio i of the overall transmission (ordinate) as a function of therespective transmission ratio of the variable speed unit i_(var)(abscissa) for the transmission ratio ranges R (reverse), I, II, andIII. At the transmission ratios UD_(−var) and OD_(−var) the shiftsbetween the ranges occur through the shifting of the respective clutchesK₁₃ and K_(2R), whereby the respective transmission ratio steps in theparallel gearbox are in each case previously engaged.

The dashed horizontal straight lines designate the pulling torques onthe variable speed unit drawn from the engine torque that amount to 42%in the ranges I and III and 40% in the ranges R and II.

The dot and dash curves indicate the variable speed unit power drawnfrom the engine power and amount to a maximum of 70% in the drive stages1 and 3 or a maximum of 73% in the drive stages 2 and 3. The averagepower amounts to about 50% of the engine power.

Very high torques can be transmitted in the described transmission inthe current state of the art with an allowable variable speed unittorque of about 400 Nm and at an engine torque of approximately 800 Nm.

In a further advantageous structure, the drive shaft 2, connected with adistributor transmission 12 that is equipped with a planetary stage, isnon-rotatably connected with the shaft 14 of the variable speed unit 4through the ring gear and the sun gear and is non-rotatably connectedwith the shaft 16 through the carrier and two gears. The transmissionratio of the planetary transmission then advantageously amounts to −2.5and the transmission ratio of the gear stage amounts to −0.3. Thetransmission ratios of the parallel gearbox could be designed asdescribed in detail in FIG. 2. Such a transmission has the advantagethat the transmission ratio X2/Y2 can be designed without anintermediate gear (fixed to the gear connected to the ring gear H, asshown in the embodiment in accordance with FIG. 7).

An additional advantageous embodiment of the distributor transmission isshown in FIG. 9. In that embodiment, the input shaft 2 is coupled withthe shaft 14 through a carrier TR that is provided with two gear sets,and is also coupled with the sun gear S through the carrier TR, which iscoupled with the shaft 16 through the gears X2 and Y2. In thatembodiment the planetary transmission ratio amounts to, for example, 1.7and the gear ratio X2/Y2 to 0.7. The planetary transmission is apositive transmission that can be designed constructively as atransmission without a ring gear, which could be advantageous relativeto the structural space, as the structural space is a long cylinder witha small diameter.

In a further embodiment of the distributor transmission 4, the inputshaft 2 is coupled with the shaft 14 through the ring gear and the sungear of the planetary set and is coupled with the shaft 16 through thecarrier and a gear stage X2, Y2. The planetary transmission ratio thenadvantageously amounts to 2.5 and the gear ratio X2/Y2 to +0.7. Theplanetary transmission is also a positive transmission, whereby itserves as an option whose carrier itself forms a gear with externalteeth (for the transmission ratio X2/Y2).

In a once again modified, also not shown, embodiment of the distributortransmission, the input shaft 2 is connected with the shaft 14 throughthe sun gear and the carrier of the planetary stage, and is connectedwith the shaft 16 through the ring gear and a transmission ratio stageX2/Y2. The planetary transmission ratio then advantageously amounts to+1.4; the transmission ratio of the gear stage amounts to −0.3. Theplanetary transmission in this embodiment is also a positivetransmission, and the transmission ratio X2/2 can, in turn, be designedwithout an intermediate gear. A characteristic feature of thisembodiment lies in that the fixed disk of the variable speed unit 4 isdirectly utilized as a planetary carrier. Based upon the torquedirection, increased contact pressure is nevertheless necessary.

The clutches K₁₃ and K_(2R) are advantageously disengaged in a conditionwithout pressure, so that with an open hand brake towing of the motorvehicle is possible.

Further, it is possible with the transmission in accordance with theinvention to steplessly and comfortably change the transmission ratiowithin a range with the help of the variable speed unit. A “sporty”stepwise transmission ratio change is also possible, for example with akick-down actuation with the help of the clutches.

The clutches can advantageously be operated with controlled slippage,for example in order to intercept torque jolts or to increase comfort byisolating vibrations.

It is common to all of the described embodiments of branched powertransmissions with a continuously variable transmission ratio have incommon that a sufficient contact pressure between the components inopposite frictional engagement must be ensured to transmit torque. It isknown to ensure sufficient contact pressure in belt-driven conicalpulley transmissions through a torque sensor or through a controlledcontact pressure, by which the necessary pressure is produced with anelectronic control unit through electromagnetic valves. A problem liesin the fluctuating quality of the torque signal, which can causeinsufficient contact pressure that is critical for the functionalefficiency and the durability of the variable speed unit. The use of atorque sensor to ensure the contact pressure is difficult in a variablespeed unit used in a branched power transmission because the torqueoperating on the variable speed unit changes sign at each shift pointbetween the transmission ratio ranges (shifting between the clutches).That means that a torque sensor with the appropriate play must changefrom the pull to the push side whereby a satisfactory shift comfortcould only be achieved with additional expense.

FIG. 10 shows a section through a part of a branched power transmissionin accordance with FIG. 7 with which the described problem is solved.The input shaft 2 mounted in the bearings 36 is connected through atorque sensor unit, designated as a whole with 40, with the carrier T ofthe planetary stage, whose planetary gears PI mesh with the ring gear Hand the sun gear S that is non-rotatably connected with the fixed disk42 of a conical disk pair.

As is known (examples are described in DE 199 57 950 A and DE 42 34 294A), the torque sensor unit contains balls 44 that are supported on aramp plate 46 fixedly connected with the carrier T and on a ramp plate48 that is non-rotatably but axially displaceably connected to the driveshaft 2.

A hydraulic fluid pressurized by a pump is led into a hollow space 50through a conduit 52 through the drive shaft 2 and the fixed disk 42from the left in accordance with FIG. 10 (the sealing elements aredesignated by 54). In accordance with the torque transmitted by thedrive shaft 2, the axial position of the ramp plate 48 is changedrelative to the drive shaft 2, and with it the outlet cross section of acontrol opening controlled by the control edge 56 formed on the rampplate 48, through which the hydraulic fluid escapes from the hollowspace 30 through an outlet conduit 58. In that way the pressure of thehydraulic fluid leaving the channel 52 on the right side in accordancewith FIG. 10, or both sides, is a function of the torque transmitted bythe drive shaft 2. That pressure is conveyed to the displaceable diskthat lies opposite to the fixed disk 42 through the distributortransmission by means of a small rotatable tube or sealed by slide ringseals that are not shown, and is used to produce a base contact pressurethat is independent of the transmission ratio of the variable speedunit. That pressure that also exists on the left side of FIG. 10 isconveyed from there to the displaceable disk of the other conical diskpair that is not shown in FIG. 10. The base pressure is not sufficientat some transmission ratios and is supplemented by the appropriateadmission of hydraulic fluid pressure through additional chambers. Thecontact pressure controlled by the torque sensor has the advantage thata simple and precisely measurable pressure is available as a function ofthe transmitted torque.

Based on the required low sensor transmission ratio (bar/Nm),construction methods with comparably steep ramp profiles or large radiiare suitable, as they exist anyhow in the direct vicinity of theplanets.

In a modified embodiment, the torque sensor unit senses the torque thatis led from the planetary transmission to the variable speed unit shaft,and that is at least in one part not identical with the torquetransmitted by the endless torque-transmitting means, as torque is alsoadjusted by the clutches.

The torque sensor can be built up on a connecting shaft of thedistributor transmission other than that shown in FIG. 10, so long asthe torque of that shaft has a fixed ratio to the drive shaft torque,which is the case in planetary transmissions. The torque sensor can beespecially be built on an intermediate shaft (for bridging the axisoffset between the conical disk shafts) or on the conical disk shaftthat is not coaxial to the distributor transmission, and that isconnected to the distributor transmission through an intermediate gear.

Alternatively, it is possible to construct the variable speed unit insuch a way that its displaceable disk is closer to the planetarytransmission and the pressure conduit is possible by axially shorterbores.

In a further embodiment, the torque transmitted by the drive shaft 2 canbe determined in another way, for example by a characteristic field thatprovides the engine torque as a function of its rotational speed, andprovides the position of the power actuator, and can be utilized toproduce a base contact pressure.

The base contact pressure that is a function of the transmitted torquecan be detected and can be utilized for the control of additionalpressures that contribute to the total contact pressure between theendless torque-transmitting means and the conical disks. Furthermore,the base contact pressure can be utilized for the control or regulationof the pressures for shifting between the transmission ratio ranges theclutches that are provided. A method to use the measured base contactpressure for completing the necessary contact pressure of the variablespeed unit is shown in FIG. 11.

In a first step S1 the pressure is measured. In steps S1 and S2, thedirectly resulting physical values of sensor torque and base contactpressure are calculated. Moreover, it is a question of simple linearrelationships. In a step S3, the rotational speed ratio of the variablespeed unit is determined, for example from the rotational speedsdetected by the rotational speed sensors of both variable speed unitshafts 14 and 16. In a step S4, the torque transmitted by the chain orthe belt is calculated. That torque rises linearly with the sensortorque, wherein the increase is a function of the transmission ratio. Atorque produced by an electrical machine that if necessary can bearranged in the transmission is also considered as the chain torque. Inthe following steps the clamping forces are calculated that areabsolutely necessary for a slip-free transmission of the chain torque(S5), or the additional forces still missing (S6). In step 7 atransmission ratio control circuit is considered, as is required, withwhich the transmission can adapt its transmission ratio to changeddriving situations. Step S7 produces so-called adjustment forces inorder to change the transmission ratio in a desired way. In a last stepS8 the calculated forces are actually applied to the disks of thevariable speed unit, in which two valves are electrically controlled andin each case produce a hydraulic pressure. That pressure is conductedthrough tubes or conduits into appropriate chambers of the displaceabledisks of the variable speed unit.

A further problem of the known transmission is the reduction of lossesin a stationary motor vehicle. Those losses result in that in thatdriving situation the transmission anticipates transmitting a torque tothe output shaft, by which torque creeping or starting of the motorvehicle is made possible. In the known transmissions, the production ofthat torque is connected with losses that originate either in thefriction clutch or in a converter.

In further developed embodiments of the transmission in accordance withthe invention such a torque can be produced with small frictionallosses. For that purpose, an electrical machine is connected to thetransmission, which can be operated as a generator as well as anadditional motor. A further degree of freedom results when thatelectrical machine is not directly non-rotatably connected to one of theexisting output shafts or the drive shaft, but indirectly through ablockable planetary transmission by means of a blocking clutch. In thatcase, by a slipping or completely disengaged blocking clutch anadditional, continuously adjustable degree of freedom of thetransmission can result, and the transmission ratio ranges can beenlarged. Consequently, the transmission can be operated as “gearedneutral,” meaning to make available in a stationary motor vehicle atorque at the output without slipping clutches.

Exemplary embodiments of those further developed transmissions areexplained with the help of FIG. 12, 13, 14, or 22, which in each caseshow the structures of the exemplary embodiments and their shiftdiagrams. It is apparent from those shift diagrams that thetransmissions make possible additional transmission ratio ranges.

A first embodiment of the transmission with an electrical machine willbe more specifically described in the example of the structure in FIG.12.

The rotor of an electrical machine 61 (EM) is non-rotatably connectedwith a connecting shaft 64 between the distributor transmission 12 andthe additional planetary transmission 60. An output shaft 62 leading tothe parallel gearbox 20 is non-rotatably connected with another gear ofthe planetary transmission 60. The variable speed unit 4 and theplanetary transmission 60 are also non-rotatably connected through avariable speed unit shaft 63. A blocking clutch KB connects two shaftsof the planetary transmission—without limiting the generality, in theexample they are shafts 62 and 63.

When the blocking clutch KB is engaged, the function of the planetarytransmission 60 is limited, so that the electrical machine 61 is fixedlyconnected with the output shaft 62, fixedly connected with the variablespeed unit shaft 63 and fixedly connected with shaft 64 of thedistributor transmission. The electrical machine is pulled along by thealready-described transmission with the ranges I, II, III and R and canthereby produce electrical power or can conversely produce additionalmechanical drive power.

As long as the blocking clutch KB is disengaged and the electricalmachine 61 assumes the same rotational speed through a suitableapplication of current, for example in the form of a rotational speedcontrol such as variable speed unit shaft 63, the same rotational speedconditions exist as in an engaged blocking clutch. That conditionrepresents an actively reproducible transmission condition for thecondition described below.

As long as the blocking clutch KB is disengaged, the electrical machine61 can assume a variable rotational speed through the application of asuitable current. Thereby a rotational speed difference results at theoutput shaft 62, which is connected with output 10 through the parallelgearbox 20 in at least some transmission ratio ranges. Thereby it ispossible to even allow the shaft 62 to be stationary, which means thatthe transmission is operated as “geared neutral” (GN). For that purpose,the electrical machine 61 must rotate and produce energy, for examplefor charging a battery. A feature of the “geared neutral” is the factthat the variable speed unit 4 rotates and can be adjusted to differenttransmission ratios. The effect of the transmission ratio in “gearedneutral” is that the rotational speed ratio between the engine (notshown) and the electrical machine can be changed. Thereby, thetransmission can steplessly comply with a changing electrical powerrequirement, for example as one result supplementary electrical heating.Instead of slowing or stopping the shaft 62, it can also be accelerated,which means that a higher vehicle speed is possible, that is, that thetransmission has a larger spread. A further feature of the transmissionlies in the established fact that with a disengaged blocking clutch KBthe rotational speed conditions can be adjusted in such a way that twogears can be engaged simultaneously in the parallel gearbox 20 and theclutches K₁₃ and K_(2R) can also be engaged simultaneously. When thegears 24 ₁ and 24 ₂ are simultaneously engaged, the transmission ratiorange designated as I-IIE in the schematic results. The dots in theshift schematic represent possible additional gears or transmissionratio ranges, for example 24 ₃, 24 _(R), and the like.

Another embodiment of the transmission with an electrical machine isexplained in more detail with the exemplary structure in accordance withFIG. 13.

The rotor of the electrical machine 61 (EM) is non-rotatably connectedwith one of the shafts of the additional planetary transmission 60. Theshaft 62 leading to the parallel gearbox 20 is non-rotatably connectedwith the variable speed unit shaft 63 as well as with another gear ofthe planetary transmission 60. The distributor transmission 12 and theplanetary transmission 60 are also non-rotatably connected through ashaft 63. A blocking clutch KB connects two of the shafts of theplanetary transmission—without limiting the generality, they are in theexample the shafts of the electrical machine 61 and the output shaft 63.

When the blocking clutch KB is engaged, the function of the planets islimited insofar as the electrical machine 61 is fixedly connected withthe variable speed unit shaft 63 and is fixedly connected with the shaft64 of the distributor transmission. The electrical machine is pulledalong with the already-described transmission with the regions I, II,III, and R and can thereby produce electrical power or on the other handit can also produce additional mechanical drive power.

So long as the blocking clutch KB is disengaged and the electricalmachine 61 assumes the same rotational speed as the variable speed unitshaft 63 through a suitable application of current, for example in theform of a rotational speed control, the same rotational speed conditionsexist as if the blocking clutch was engaged. That condition representsan actively reproducible transfer condition for the condition describedbelow.

So long as the blocking clutch KB is disengaged, the electrical machine61 can assume a variable rotational speed through a suitable applicationof current. Thereby there results a rotational speed difference relativeto the output shaft 62, which is connected through the parallel gearbox20 in at least some transmission ratio ranges. Thereby it is possible toeven allow the shaft 62 to be stationary, which means that thetransmission is operated as “geared neutral.” For that purpose, theelectrical machine 61 must rotate and produce energy, for example forcharging a battery. Instead of slowing/stopping the shaft 62, it canalso be accelerated, which means that a higher vehicle speed ispossible, that is, the transmission has a larger spread.

An additional embodiment of the transmission with an electrical machineis shown in FIG. 14. The function is almost identical to the function ofthe transmission structure shown in FIG. 12, simply the electricalmachine is on a different shaft of the additional planetary transmission60. According to the characteristics of the electrical machine, forexample its maximum torque or its maximum rotational speed, theinstallation on the shaft 63 can be advantageous.

For the operation of a transmission with an electrical machine 61corresponding with FIGS. 12 to 14, it is advantageous to control theelectrical machine as well as the friction clutches and the variablespeed unit through a control unit (not shown) in such a way that atorque is produced at the transmission outlet. That torque can be usedfor creeping or starting.

That method is explained as an example with the help of FIG. 15. Theparallel gearbox is in region I and clutch K13 is engaged. In a firststep 70 it is determined whether the motor vehicle should remainstationary. If that is not the case, the transmission is operated insuch a way that it is changed to a driving condition. For that purpose,it is first determined in step 72 how large the rotational speeddifference is in the planetary transmission 60 based on measuredrotational speed signals. In step 64 the electrical machine 61 iscontrolled in such a way that the rotational speed difference in theplanetary transmission is decreased. Further, in step 76 the variablespeed unit 4 is controlled in such a way that the rotational speeddifference in the planetary transmission is reduced further.Additionally, in step 78 the blocking clutch KB is engaged in such a waythat the rotational speed difference is reduced further. By thereduction of the rotational speed difference in the planetarytransmission 60, the rotational speed of the output shaft 62 isaccelerated and the motor vehicle starts to move.

When after the decrease discrimination in step 70 the motor vehicleremains stationary, it is determined in step 80 whether there currentlyexists a higher or lower electrical power requirement. That powerrequirement can be determined, for example, by the battery chargecondition or the switch position for large current utilization devices,like a rear window heater. At low power requirements, the rotationalspeed of the electrical machine 61 is reduced in steps 82, 84 and 86 sothat it generates only little power, through the appropriate operationof the variable speed unit 4, through immediate control of theelectrical machine and through insignificant engagement of the blockingclutch KB. When a higher electrical power requirement exists, therotational speed of the electrical machine or the electrical power itproduces will be increased in steps 88, 90 and 92 in that the variablespeed unit is appropriately operated, the electrical machine is directlyand correspondingly controlled and the blocking clutch KB is notengaged. The electrical power is produced when the internal combustionengine is idling, wherein the torque of the internal combustion engine(not shown) is increased as needed either through its idle speed controlor advantageously an appropriate signal is received, so that the poweroutput is increased corresponding with the increased generator powerneeded.

Below further advantageous possibilities are explained with the help ofFIG. 16 to 22, a transmission with steplessly adjustable transmissionratio also without a parallel gearbox at its output, as it existed inthe previously-described embodiments, provided with an electricalmachine and therethrough to expand the utilization possibilities of thetransmission as well as of the electrical machine.

In accordance with FIG. 16, a drive shaft 102 of a motor vehicle drivetrain driven by a not shown drive engine, preferably an internalcombustion engine, is connected with a first planetary transmission P1.A clutch D enables travel in the forward direction. That clutch D can befunctionally equivalently installed at the output shaft 108 and thencorresponds with the clutch designated as K13 in FIG. 7. The planetarytransmission P1 is connected with the input shaft 104 of the variablespeed unit Var and through a connecting shaft 106 with a secondplanetary transmission P2. The connecting shaft can include afunctionally equivalent spur gear reduction and then corresponds to theconnection of X2 to Y2 in FIG. 7. The planetary transmission P2 drivesan output shaft 108 leading to the driven wheels of a motor vehicle. Theconnecting shaft 106 is non-rotatably connected with an electricalmachine whose rotor can be fixed through a brake B.

The output shaft 110 of the variable speed unit Var is connected withthe second planetary transmission P2.

In the torque flow direction forward of the clutch D another clutch R isconnected with the input shaft 102, by means of which the drive shaft102 can be non-rotatably connected with the input shaft 104. The clutchR can be functionally equivalently installed at the output shaft 108,and then corresponds to clutch K2R in FIG. 7.

The construction and function of the described components are known andare therefore not individually explained. Each of the planetarytransmissions P1 and P2 has in a known way a sun gear that is inrotational engagement with a ring gear through the planet gearssupported on a carrier. Each of the illustrated three in- or outputs ofthe planetary transmissions can be formed by their sun gear, theircarrier and their ring gear, whereby both planetary transmissions can beconnected in a total of 36 different configurations with theirassociated shafts.

An advantageous configuration is given in FIG. 16 through the furnishingof the appropriate letters for the sun gear S, the carrier T and thering gear H. The ring gear H of the first planetary transmission P1 isconnected with the clutch D, the sun gear S is non-rotatably connectedwith the input shaft 104, and the carrier T is connected with theconnecting shaft 106, with which the carrier T of the planetarytransmission P2 is also connected. The sun gear of the planetarytransmission P2 is connected with the output shaft 110 and the ring gearH is connected with the output shaft 108.

The transmission in accordance with the invention can be constructed inmany configurations, whereby examples of additional advantageousconfigurations can be described symbolically as follows:

AN-H1 S1-X1 Y1-P1 EM-T1-T2 P2-S2 AB-H2 I1=−2 I2=−2 X1/Y1=0.55

AN-S1 H1-X1 Y1-P1 EM-T1-S2 P2-H2 AB-T2 I1=−2 I2=−2 X1/Y1=0.55

AN-S1 T1-X1 Y1-P1 EM-H1-S2 P2-H2 AB-T2 I1=−2 I2=−2 X1/Y1=0.55

AN-S1 T1-X1 Y1-P1 EM-H1-H2 P2-S2 AB-T2 I1=−2 I1=−2 X1/Y1=0.55

AN-H1 T1-X1 Y1-P1 EM-S1-H2 P2-S2 AB-T2 I1=−2 I2=−2 X1/Y1=0.55

AN-T1 H1-P1 EM-S1-S2 P2-X1 Y1-H2 AB-T2 I1=−2.5 I2=−2.5 X1/Y1=1.5

AN-T1 S1-P1 EM-H1-T2 P2-X1 Y1-S2 AB-H2 I1=−2.5 I2=−2.5 X1/Y1=1.5

AN-T1 S1-P1 EM-H1-T2 P2-X1 Y1-S2 AB-H2 I1=−2 I2=−2.5 X1/Y1=−1.1

AN-H1 T1-P1 EM-S1-S2 P2-H2 AB-T2 I1=−2.5 I2=−2.5

In this description, S1 and S2 stand for the sun gears of the planetarytransmissions 1 and 2, T1 and T2 for the planet carriers, H1 and H2 forthe ring gears, P1 and P2 for the disk sets of the variable speed unit,as well as AN for input, AB for output and EM for the electricalmachine. Minus signs symbolize that the appropriate masses arenon-rotatably connected with each other. The numerical values providedare exemplary transmission ratios of the planetary transmissions or spurgear stages.

Also preferred, both planetary transmissions are designed as a reducedplanetary transmission coupling, that thereby leads to that theconnecting shaft does not at all have to be designed as “shaft.” That ispossible, for example, when the connecting shaft represents the planetcarrier of both planetary transmissions, or when the connecting shaftrepresents a wide sun gear that meshes equally with two planets locatednext to each other on both of the planetary transmissions.

Actuators 112, 114, 116 and 118 are provided for the actuation of theclutches D and R, the brake B and the variable speed unit Var. Theoperation of the electrical machine is controlled by a control unit 120.The construction and function of the actuators and of the control deviceare known.

For the control of the actuators and the control unit 120, a controldevice 122 is provided with at least one microprocessor 124 andaccompanying program memory 126 and data memory 128.

Input variables of the control device 122 are provided with not shownsensors to detect the load and rotational speed of the not showninternal combustion engine, the rotational speed of the output shaft,the rotational speeds of the shafts 104, 106 and 110, as well as asensor 133 for detecting the position of a gas pedal 134, a sensor 136for detecting the position of a brake pedal 138 or the force K, withwhich the brake pedal is actuated, a sensor 140 for detecting thecondition of a manually actuatable actuation unit 142 for the selectionof certain transmission ratios of the transmission or transmissionprograms. Individual ones of the named sensors could be missing.Additional sensors can be provided.

Outputs 144 of the control device 122 are connected with theabove-mentioned actuators and the control unit 120 as well as additionalactuators, such as, for example, a power actuator of the internalcombustion engine.

The construction and function of the above-mentioned components areknown and are therefore not individually explained. The control device122 can be divided into different devices, for example, a control devicefor the engine and a control device for the transmission that can beconnected together through a bus. Further, the actuators or theiractuating elements can be provided with sensors with which theindividual positions can be reported back to the control device so thata precise actuation is possible.

The described configuration of the transmission in accordance with theinvention, by which the electrical machine is located in the “interior”of the transmission formed by the planetary transmissions P1 and P2 andthe variable speed unit Var, has various useful operational positionsand functions. For the standard planetary transmission ratios from −1.5to −2.5 there arise ordinary transmission ratio regions, which can befurther matched to the respective requirements through a downstreamtransmission ratio stage.

For an overall understanding of the functions of a transmission inaccordance with the invention, a representation in the form of aspherical diagram is appropriate based on the numerous degrees offreedom.

One such sphere is delineated in FIG. 17 with some accentuated regions.The points on the unitary spherical surface around its origin havecharacteristic coordinates, such namely engine rotational speed n_(mot),electrical machine rotational speed n_(em) and output rotational speedn_(ab). Each point on the surface can also be described by two or threepolar angles n_(mot)/n_(ab)=i_(ges); n_(mot)/n_(em)=i_(quer);n_(em)/n_(ab)=i_(em). The transmission function can be represented byestablishing the variable speed unit transmission ratio i_(var) on eachpoint of the spherical surface (for example as a contour line), which totravel that point must be adjusted. When not all points on the sphericalsurface are movable (there is, for example, a largest and a smallestpossible variable speed unit transmission ratio), the use boundaries arelikewise held on the sphere. FIG. 3 provides an example of one variablespeed unit transmission ratio shown on a spherical diagram. A simplerrepresentation than in spherical diagrams is only possible withdifficulty, as the transmission equation combines four quantitiesn_(mot), n_(em), n_(ab) and i_(var) together and can yet generally onlybe presented three dimensionally based on the linearity of therotational speeds.

In FIG. 17 the line I designates operating points at which theelectrical machine is stationary or is securely braked. The variouspoints on the line differ from each other through their drive- or outputrotational speeds, that means also the transmission ratio i_(ges) thatis used for driving. II indicates operating points at which the vehicleis standing (geared-neutral) and the engine and the electrical machineare in rotational speed ratio i_(quer). III designates operating pointsat which the internal combustion engine is stopped and can be driven bymeans of, for example, the electrical machine, whereby differenttransmission ratios i_(em) are possible. IV designates operating pointsof constant engine overall transmission ratio i_(ges). The operatingpoints produce circles whose different points differ from each other bythe rotational speed of the electrical machine.

Below some characteristics of exemplary or similar configurations areexplained with the help of FIGS. 17 to 22.

D-Driving Region with a Secured Braked Electrical Machine

The clutch R (reverse clutch) is disengaged and the clutch D (forwardclutch) is engaged. The brake B is engaged which means that theconnecting shaft 6 is stopped. In that way the driveable region isidentified by “a” in FIG. 18. It has a minimum and maximum possibletransmission ratio.

The first planetary transmission P1 operates as a reversing inputtransmission ratio (I=−1/1.5). After a reduction gear transmission rationot shown in FIG. 16, moderately slowly that is moreover appropriatebecause the axial offset, the variable speed unit Var follows andthereafter through an after-gear the second planetary gear P2 as areversing output transmission ratio to the output shaft 108

The match to the motorization (for example a slowly rotating dieselengine or a quickly rotating gasoline engine) can take place through theplanetary transmission and/or the reduction gear/after gear.

Reverse Driving Region with a Securely Braked Electrical Machine

With a disengaged clutch D and an engaged clutch R the variable speedunit Var is directly driven by the input shaft 102. The reversal takesplace through the planetary transmission P2.

Branched Driving Region

With a disengaged brake B a load division takes place through theblocked planetary transmission P1. The blockage of the planetarytransmission 1 can take place, for example, through the simultaneousactuation of the clutches D and R. The planetary transmission P2 forms asumming transmission. The region that can be driven that way isidentified by in FIG. 18 by “c” and the transmission here moreover has aminimum and maximum transmission ratio that covers another area in FIG.18 than the driving area with a securely braked electrical machine.

Alternatively, a blockage of planetary transmission 2 can be providedwith the help of a clutch. That makes possible operation in anotherpower branch region that corresponds to the other angle-bisecting arcthat is not identified by.

Generator Function of the Electrical Machine at Standstill-Creeping andStandstill-Displacement

The buildup of a creeping torque at the clutch D results from creepforward at standstill in order to set a torque at the output shaft 10that operates against the foot brake. When slippage is allowed at thebrake B, the slippage existing at the clutch D can be shifted toslippage at the brake B if the creeping torque is unchanged, which meansthat the clutch B can be engaged. In that situation, the possibilityexists to adjust the slippage at the brake B either directly through itsactuation or through the generator torque of the electrical machine.When the creeping torque takes place exclusively through the generatortorque of the electrical machine, a power flow takes place from theinternal combustion engine to the generator, whereby the output shaft108 serves as the support and maintains the creeping torque.

That operating region is identified by “d” in FIG. 20.

In that condition, the variable speed unit Var also rotates, so that itstransmission ratio can be adjusted. Therewith it is possible while themotor vehicle is stationary to adjust the variable speed unittransmission ratio, which is, for example, advantageous in a precedingABS braking method in order to shift back to the starting transmissionratio.

Free Variable Speed Unit Rotational Speed Selection During DrivingOperation

In a special variable speed unit transmission ratio the describedtransmission structure has the characteristic that the operatingtransmission ratio between the input shaft 102 and the output shaft 108,which means that the transmission ratio of the overall transmission isindependent of the rotational speed of the connecting shaft 106, whichmeans the rotational speed of the electrical machine. In FIG. 20, thedriveable points at that transmission ratio of the transmission areidentified by “e.” In the corresponding transmission ratio of thevariable speed unit Var, no support of the transmission through thebrake B takes place. The electrical machine is in that way “logically”decoupled from the remaining transmission, which means that it ispossible to drive with that transmission ratio and to simultaneouslyadjust the rotational speed of the electrical machine on suitablegrounds through control unit 120. The rotational speed of the electricalmachine is coupled through the planetary transmission with therotational speed of the variable speed unit, which means that in thecase of a belt-driven conical pulley transmission with the rotationalspeed of its conical disk pairs it will maintain its rotational speedratio. Therewith the variable speed unit rotational speed can belowered, whereby the load diminishes or the operating life of theendless torque-transmitting means, for example a plate-link chain, isincreased. In the described transmission structure, the transmissionratio of the variable speed unit or the overall transmission, by whichthe rotational speed of the connecting shaft 106 does influence thetransmission ratio, lies close to the highest gear often utilized onhighways, therefore in a region relevant to chain deterioration.

Another advantage of the above-described operation of the transmissionwith a reduced variable speed unit rotational speed lies in the factthat the loss of power in the transmission is decreased, and that a partof the saved losses is released as generated electrical power by theelectrical machine. The transmission has an “inner urge” to allow theloss-rich variable speed unit to rotate slower and thereby allow theconnecting shaft to rotate faster.

Basically, the variable speed unit rotational speed can be influenced inall transmission ratios in a transmission in accordance with theinvention, whereby it can then be necessary to produce larger electricalmachine torques in order to replace the support of the brake B.

Increase of the Spread

The input rotational speed of a transmission with a given outputrotational speed can be changed within a limited range through therotational speed of the electrical machine, which appears to the driverof a motor vehicle to be similar to a larger spread. The operatingpoints causing that effect are indicated in FIG. 19 as “f”. Because thesmallest transmission ratio is used as a rule in deceleration, in thiscase no active acceleration of the electrical machine is required, butthe vehicle itself drives the internal combustion engine and theelectrical machine. The electrical machine therefore simultaneouslyincreases the spread and thereby operates in the generator mode. Asimilar expansion of the spread is possible in the starting transmissionratios.

The Electrical-Machine-Led Region Change

The transmission in accordance with the invention can be constructed ina known way by means of at least one additional clutch as a transmissionwith several transmission ratio ranges with a continuously adjustabletransmission ratio. The transmission in FIG. 7 especially representssuch a transmission. A region change point or a transmission ratiochange point is then determined, so that the overall transmission ratioof the transmission and the transmission ratio of the variable speedunit are the same before and after shifting the clutch(es). In thetransmission in accordance with the invention, the electrical machinecan be utilized to perform the region change. Such a region changecorresponds to the transition identified by “g” in FIG. 19. Through theregulation of the electrical machine rotational speed, the region changecan be controlled more exactly than is possible with a region changecontrolled by the clutches. Additionally, power is always changed intofriction in a region change controlled by clutches, whose friction powercan be at least partly compensated for through the use of the electricalmachine or can also be increased.

The region change can also move away from the actual region change pointas a new type of freedom, whereby the stepless region change is possibleat such a region change point without slippage of the clutch. Thereby,the problems of conventional branched power transmissions with shiftabletransmission ration regions can be solved in transmissions in accordancewith the invention that lie in that the shift results in the immediatevicinity of the shift point, wherein a high adjustment, dynamic, fastand precise clutch actuations, and complex compensation of the rotatingmasses are required, or a slipping transition takes place outside of theregion change point, for which a difficult slippage gradient regulationis necessary to secure sufficient position comfort, the clutches must becooled, and measures are needed to prevent improper use.

Free Recuperation Selection

For each driving condition defined by the rotational speeds of the inputshaft 102 and the output shaft 108, there exist several steplesslyadjustable operational parameters of the transmission, such as thetransmission ratio of the variable speed unit Var and the rotationalspeed of the electrical machine. It is therefore possible, and“invisible” from the outside, to increase, for example, the rotationalspeed of the electrical machine during deceleration through theadjustment of the variable speed unit and thereby to increase the energyrecovery. That process can be controlled through the force k, with whichthe driver operates the brake pedal. It is further possible to maintaina consumption-favorable rotational speed of the internal combustionengine through a marginal change in the power demand by the driver, orto maintain a consumption-favorable operating point, and to control thepower difference by the electrical machine. That represents an advantagein contrast to conventional generators because the generation can takeplace precisely at consumption-favorable operating points of theinternal combustion engine.

Engine Start in P

In order to start the internal combustion engine in the position P ofthe transmission, it is possible with a transmission in accordance withthe invention to let the electrical machine turn on until the hydraulicswork, that supply with power especially the actuators 112, 114, 116, and118. A not shown hydraulic pump can be driven, for example, by twofreewheels, alternatively from the electrical machine or the internalcombustion engine. When the electrical machine runs, the internalcombustion engine can be started through the engagement of the clutch Dor the engagement of both clutches D and R. The engagement processaccompanying the internal combustion engine can also take place at aclutch between the electrical machine and the connecting shaft if thetransmission has a structure as shown in FIGS. 21 a 21 b.

The non-rotatable connection of the electrical machine with theconnecting shaft can be fixed in the simplest of cases (the rotor isdirectly on the connecting shaft) or with the use of a gear reduction(the rotor meshes with the connecting shaft through a gear) or also byusing a shiftable spur gear reduction (the rotor meshes with theconnecting shaft through two gears, of which one is shifted by means ofa claw clutch) or also by using a shiftable planetary reduction (forexample, the rotor rotates through a blockable planetary transmissiondirectly or in an unblocked planetary transmission geared with theconnecting shaft). Those two further developed modifications are shownin FIGS. 22 a and 22 b.

In the two embodiments shown in FIGS. 21 a 21 b of the transmission inaccordance with the invention, in each case two friction elements(clutches K or brakes B) are provided, with which four conditions can berealized.

A: Electrical machine and connecting shaft 106 are both securely braked;

B: Electrical machine and connecting shaft 106 are both freely rotatableindependently of each other;

C: Electrical machine and connecting shaft are in a first transmissionratio but are rotatable together and

D: Electrical machine and connecting shaft 6 are in a secondtransmission ratio (with other values and/or other signs) but arerotatable together.

The illustrated transmission can be modified in many ways, wherein asimple design with few components can be attained in a symmetricalconnection of the planetary transmissions with the variable speed unitand the electrical machine, as well as with identical planetarytransmissions.

1. A transmission with a steplessly adjustable transmission ratio, saidtransmission comprising: a variable speed unit having an input shaft andan output shaft, whose transmission ratio is steplessly adjustable, afirst planetary transmission connected with a drive shaft, the inputshaft of the variable speed unit, and a connecting shaft, a secondplanetary transmission connected with the connecting shaft, the outputshaft of the variable speed unit, and having a second transmissionoutput shaft, and an electrical machine that is non-rotatably connectedwith the connecting shaft.
 2. A transmission in accordance with claim 1,including a brake for braking the connecting shaft.
 3. A transmission inaccordance with claim 1, wherein the electrical machine drives at leastone pump when the drive shaft is not rotating.
 4. A transmission inaccordance with claim 1, wherein the drive shaft is coupled through aclutch with the first planetary transmission and a further clutch withthe input shaft of the variable speed unit.
 5. A transmission inaccordance with claim 4, wherein a planetary carrier of the firstplanetary transmission is connected through the clutch with the driveshaft, and a sun gear of the first planetary transmission is connectedwith the input shaft, and a ring gear of the first planetarytransmission is connected with the connecting shaft.
 6. A transmissionin accordance with claim 4, wherein a ring gear of the first planetarytransmission is connected with the clutch, a sun gear of the firstplanetary transmission is connected with the input shaft, a carrier ofthe first planetary transmission is connected with the connecting shaft,a sun gear of the second planetary transmission is connected with theoutput shaft, and a ring gear of the second planetary transmission isconnected with the second planetary transmission output shaft.
 7. Atransmission with a steplessly adjustable transmission ratio, saidtransmission comprising: a variable speed unit having an input shaft andan output shaft, whose transmission ratio is steplessly adjustable, afirst planetary transmission connected with a drive shaft, the inputshaft of a variable speed unit, and a connecting shaft, a secondplanetary transmission connected with the connecting shaft, the outputshaft of the variable speed unit, and an output shaft, and an electricalmachine that is operatively connected with the connecting shaft by atleast one friction clutch whose operating condition determines thetransmission ratio between the connecting shaft and the electricalmachine.